Electronic Engine Control Systems reduce emissions in Diesels Background In the early 80s mechanically governed and controlled

fuel injection systems on diesels had reached their limit of efficiency and the next logical step was to apply electronic control systems already found on gasoline engines. Industry reluctance to accept this advancement has long been replaced by significant improvements to fuel economy, reliability and performance. These Electronically controlled engines have delivered more horsepower from smaller displacements, quieter operation and less maintenance for fleets and owner operators. Improved reporting tools for fleet managers and lowering of operational costs have been further benefits of electronic controls. Reports from the vehicle ECM (electronic control module) can be extracted by a number of Windows based software which detail such things as: Fuel economy reports Driver /vehicle performance reports Service/ preventative maintenance schedules Tampering and driver abuse data Accident data / trip reporting

Vehicle managers can also recalibrate engines for a variety of performance / power rating profiles as well as parameters such as soft cruise and progressive shifting schedule to take advantage of improved fuel economy, safety, security and performance. The latest advancements are load based speed control in which the ECM commands more control over fuelling based on the load the vehicle is carrying, satellite communications allowing remote reporting of engine operating parameters and trip reports.

Collision avoidance technology is getting better and better, vehicle stability control using yaw sensors and ABS systems are making vehicles safer. Engine Emissions & Electronic Engine Controls Just as electronic controls became necessary for gasoline engines, the greatest driving force for engine management systems on diesels is legislated reduction of engine emissions. Emissions standards for diesel engines used on-highway lag behind similar reductions in gasoline engines by approximately 15 years. 1970 was the first year for any kind of target for diesel engine emission standards. That year saw a smoke value of 50% opacity established under acceleration and lug condition. A further value established for 1974 limited peak smoke during a throttle snap. 1988 N0x reductions were mandated. 1991 Engine emissions were halved from the previous year. 1994 saw further reduction in N0x Consent Decree In October 1998, a court settlement was reached between the EPA, Department of Justice, California ARB and engine OEMs (Caterpillar, Cummins, Detroit Diesel, Volvo, Mack Trucks/Renault and Navistar) over the issue of high NOx emissions from heavy-duty diesel engines during certain driving modes. Since the early 1990s, the manufacturers used engine control software that caused engines to switch to a more fuel-efficient (but higher NOx) driving mode during steady highway cruising. The EPA considered this engine control strategy an illegal emission defeat device. Provisions of the Consent Decree included the following: Civil penalties for engine manufacturers and requirements to allocate funds for pollution research Upgrading existing engines to lower NOx emissions Certification of engines on both the transient FTP and the Supplemental Steady-State Test Meeting the 2004 emission standards by October 2002, 15 months ahead of time

The EPA has proposed a particulate matter (PM) emission standard of 0.01 g/bhp-hr, to take full effect in the 2007 heavy-duty engine model year. The proposed standards for NOx and non-methane hydrocarbons (NMHC) are 0.20 g/bhp-hr and 0.14 g/bhp-hr, respectively. These NOx and NMHC standards would be phased in for diesel engines between 2007 and 2010. The phase-in would be on a percent-of-sales basis: 25% in 2007, 50% in 2008, 75% in 2009, and 100% in 2010. The EPA has also proposed a formaldehyde emission standard of 0.016 g/bhp-hr. EPA in the States have established a revised useful life for the heavy duty diesel engine service class of 435,000 miles, 22,000 hours, or 10 years, whichever occurs first, for all pollutants beginning in model year 2004. Diesel engines manufactured for use in North America must comply with exhaust emission standards for the year in which they are produced. A harmony between Canadian emission standards and Federal (49 State) Environmental Protection Agency (EPA) exists for diesel engines. Mandated for reduction from diesel engines are the exhaust emissions of: Hydrocarbons (HC) Carbon monoxide (CO) Nitrogen oxides (Nox) Particulate matter. Diesel emissions are tailpipe emissions only. Unlike gasoline, diesel fuel vapours are not as volatile and presently have no evaporative emission control requirements although these are likely in the near future. Crankcase emissions from a diesel engine also differ from a gasoline engines since there is virtually no hydrocarbon content in diesel blow-by but most manufacturers are installing or will install crankcase breather filters to remove minute traces of oil mist in the blow-by. Diesel exhaust has numerous other components including some of the following: Carbon dioxide (CO2), is a by-product of complete combustion along with water. CO2 is not poisonous but contributes the Green House Effect which is a theory regarding global warming. Carbon Monoxide (CO) is poisonous in concentrations of as little as 0.3%. It is the by-product of partial or incomplete combustion. It is formed during the intermediate state of combustion and would continue to change into CO2. Low combustion temperatures, lack of oxygen, or insufficient burn time will increase CO emission. Sulphur dioxide (SO2) is generated from the sulphur present in diesel fuel. The concentration of SO2 in the exhaust gas depends on the sulphur content of the fuel. Current legislation limits sulphur content at 0.05% or 500 parts per million, (PPM), throughout the USA and Canada. By October 2006 this will be limited to 15 PPM. Sulphur dioxide is a colorless toxic gas with a characteristic, irritating odour. Oxidation of sulphur dioxide produces sulphur trioxide, which is the precursor of sulphuric acid which, in turn, is responsible for the sulphate particulate matter emissions. Sulphur oxides have a profound impact on environment being the major cause of acid rains. Oxides of Nitrogen (NOx) is formed by combining nitrogen which constitutes almost 80% of the atmosphere, with oxygen under certain combustion chamber conditions. There are two types. Nitrogen Monoxide (NO) is a colourless, odourless and tasteless gas, which quickly converts to NO2 in the presence of oxygen. NO2 is a reddish brown, poisonous gas. It can destroy lung tissue, turns to form nitric/nitrous acid in the presence of water causing acid rain, and contributes to photochemical smog. N0x is formed when combustion temperatures exceed 2500F and formation is accelerated with

increasing combustion pressures. Because a diesel engine runs air rich, N0x tends to form more when during fuel rich conditions when temperatures are higher. Hydrocarbons (HC) are found in many different types in exhaust depending on how the fuel has reacted during combustion. Some of the most carcinogenic substances known are HCs produced in diesel engines. Along with NOx in the presence of sunlight and water vapour, smog is produced. Aldehydes are obnoxious smelling HC compounds Essentially, HC are unburned fuel molecules or recombined intermediate compounds. These are formed during miss-fire conditions, very low ignition temperatures, or over-fuelling conditions. A significant amount of exhaust HCs are derived from lube oil. Particulate matter (PM) includes all substances (except unbound water) that are present as a solid or a liquid in exhaust gas. Commonly called soot, PM includes ash, carbon and fuel residues that are the result of combustion. Diesel particulate matter (DPM), as defined by the EPA is A complex aggregate of solid and liquid material. Its origin is carbonaceous particles generated in the engine cylinder during combustion. The primary carbon particles form larger agglomerates and combine with several other, both organic and inorganic, components of diesel exhaust.

Generally, DPM is divided into three basic types or fractions Solids - dry carbon particles, commonly known as soot, SOF - heavy hydrocarbons adsorbed (accumulated on the surface of) and condensed on the carbon particles, called Soluble Organic Fraction, SO4 - sulphate fraction, hydrated sulphuric acid. The actual composition of DPM will depend on the particular engine and its load and speed conditions. "Wet" particulates can contain up to 60% of the hydrocarbon fraction (SOF), while "dry" particulates are comprised mostly of dry carbon. The amount of sulphates is directly related to the sulphur contents of the diesel

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Impact of Electronic Controls On Emissions Electronic engine controls are effective in reducing engine emissions for a number of reasons. Mechanical systems limited in their capability to vary injection timing by the fixed geometry of fuel system components as cam shaft profiles or helix designs and mechanical advance mechanisms. Full authority (drive by wire) electronic injection systems can vary the beginning and ending of 75% OPACITY injection timing as well as the fuel rate during injection. Fuel timing maps can be adjusted to simultaneously optimize performance and minimize emissions to take into account variables of air intake temperature, fuel temperature/density, engine speed, load, vehicle speed, oil temperature, coolant temperature, boost pressures, etc. This is necessary to minimize N0x, HCs and particulate. In order to achieve the reductions in these emissions it is also critical to atomize and distribute the fuel in the combustion chamber as best as possible. Higher fuel system injection pressures particularly at low engine speeds when pumping velocities on mechanically driven actuators tend to be lower are extremely important.

Atomizing the fuel into smaller droplets and varying the duration of the injection allows a great degree of control over engine emissions. The smaller droplets allow better mixing of air and fuel leaving smaller sized carbon nuclei. Strategies to manage the combustion chamber pressures during critical times of the power stroke minimize N0x emissions.